JP2013043629A - Propelling machine for ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a propelling machine for a ship of a novel structure capable of propelling the ship without using a screw.SOLUTION: This propelling machine 10 for the ship includes a propelling machine body 12 for rotating around a rotary axis X extending along the propelling direction of the ship, a suction port 16 arranged on a surface of the propelling machine body 12, discharge ports 18 arranged on the surface of the propelling machine body 12, and flow passages 20a and 20b for connecting the suction port 16 and the discharge ports 18. The suction port 16 is arranged in front in the propelling direction more than the discharge ports 18, the discharge ports 18 are arranged outside in the radial direction from the rotary axis X more than the suction port 16, and the flow passages 20a and 20b are inclined backward in the propelling direction in parts opening in at least the discharge ports 18. The ship is propelled by discharging water sucked from the suction port 16 from the discharge ports 18 by rotation around the rotary axis X of the propelling machine body 12.

Description

  The present invention relates to a propulsion device having a novel structure for propelling a ship.

  Conventionally, as a propulsion device for propelling a ship, generally, a structure is known in which a screw is used to advance by rotating in one direction and to move backward by rotating in another direction. .

  In a conventional screw-type marine propulsion device, the screw blades that are inclined with respect to the rotation axis of the screw based on the rotation of the screw generate a component force that pushes water backward in the propulsion direction. It is configured to generate a water flow toward the rear and to provide a propulsive force toward the front as a reaction force to the ship.

  There are many examples of patent applications for such a screw-type marine propulsion device. As an example of a patent application, as a marine vessel equipped with a pod-type propulsion device, a pod-type marine propeller is installed at a position where it does not interfere behind the main propeller of the marine vessel. There is a technique that discloses a technology in which a propulsion unit is provided (for example, see Patent Document 1).

  However, in the case of the above-mentioned Patent Document 1, especially when the pod type propulsion device has a rudder angle during high-speed navigation, intense cavitation occurs in the upper half of the strut S (which acts as a rudder) as shown in FIG. There was a problem that happened. When such cavitation occurs, bubbles generated by cavitation flow downstream, are crushed by entering a high pressure region, and disappear (collapse). Since the disappearance of the bubbles is very instantaneous, it is accompanied by a large impact, which causes noise and hull vibration. Therefore, it is necessary to increase the design strength of the strut, and there is a problem that the manufacturing cost increases. Also, if this state lasts for a long time, struts that are constantly subjected to repeated stress are gradually eroded so that the surface can be swept away by fatigue, and in the worst case, they will be destroyed. A possible problem was pointed out.

  Then, for example, as shown in Patent Document 2, for the purpose of providing a pod-type propulsion device capable of eliminating (or reducing) cavitation generated in the struts of the pod-type propulsion device and a ship equipped with the pod-type propulsion device. Further, a strut 11 having a wing-shaped cross section, a pod 12 provided below the strut 11 and having a propeller shaft 4 to which power from driving means is transmitted, and a propeller shaft 4 are provided. A pod-type propulsion device 10 having a pod propeller 14, wherein a strut 11 is fixed to a hull, and a pod 12 is provided to be rotatable with respect to the strut 11. A technology has been proposed.

  By using the technique disclosed in Patent Document 2, only the pod is configured to be rotatable with respect to the hull, and the strut is fixed to the hull so that it does not take a rudder angle as in the prior art. However, since cavitation does not occur in struts, it is said that noise and impact pressure generated when bubbles are collapsed due to cavitation can be eliminated, and noise and hull vibration can be reduced.

  JP 2003-231497 A   JP 2011-098654 A

  However, even if the technique shown in Patent Document 2 is used, like the conventional screw type propulsion device, the water located behind the main screw blade in the propulsion direction is pushed backward in the propulsion direction by the rotation of the screw blade, As a result, a negative pressure region is inevitably generated in the water near the surface on the front side in the propulsion direction of the main screw blade.

  When the pressure in the negative pressure region becomes lower than the vapor pressure of water, water will boil even if it does not reach 100 ° C. As a result, a cavitation phenomenon appears and so-called bubbles are generated. .

  As described in Patent Document 2, the occurrence of cavitation causes corrosion of the screw and also causes noise known as cavitation noise, and has been recognized as a problem for a long time. However, in a propulsion device using a screw, it has been praised as a problem that inevitably occurs.

  Thus, even if the technique described in Patent Document 2 is used, the generation of cavitation due to the rotation of the main screw is never suppressed, and the cavitation generated in the main screw is more effectively suppressed by the pod. Obviously, it is not possible to prevent the occurrence of cavitation based on the rotation of the main screw.

  The object of the present invention has been made in view of the above-described circumstances, and the main object of the present invention is to provide a marine vessel propulsion device that can propel a vessel without using a screw. .

  Another object of the present invention is to provide a marine propulsion device having a novel structure that does not generate cavitation during propulsion.

  According to a first embodiment, a marine propulsion device according to the present invention is provided on a propulsion device main body that rotates about a rotation shaft that extends along the propulsion direction of the marine vessel, and a surface of the propulsion device main body. A suction port; a discharge port provided on a surface of the propelling device main body; and a flow passage connecting the suction port and the discharge port. The suction port is disposed in front of the discharge port in the propulsion direction. The discharge port is disposed radially outward from the rotation shaft with respect to the suction port, and the flow passage is inclined rearward in the propulsion direction at least in a portion opened to the discharge port, and the propellant body The ship is propelled by causing the water sucked from the suction port to be discharged from the discharge port by rotation around the rotation axis.

  According to the second embodiment, the marine propulsion device according to the present invention is characterized in that the propulsion device main body has a circular cross section perpendicular to the rotation axis.

  According to a third embodiment of the marine propulsion device according to the present invention, the propulsion device main body has a spindle shape or a droplet shape with the rotation axis as a central axis. It is said.

  According to a fourth embodiment, the marine propulsion device according to the present invention is characterized in that the propulsion device body includes at least a hemispherical portion having the rotation axis as a central axis. Yes.

  In the marine propulsion device according to the present invention, according to the fifth embodiment, the communication path has a portion that extends substantially parallel to the rotation shaft at a portion that opens to the suction port. It is characterized by that.

  Further, according to the sixth aspect, the marine propulsion device according to the present invention is configured such that the communication passage is connected at a predetermined obtuse angle between the portion opened to the suction port and the portion opened to the discharge port. It is characterized by exhibiting a bent structure.

  In the marine propulsion device according to the seventh aspect of the present invention, the communication path includes a portion opening in the suction port and a portion opening in the discharge port extending in a curved shape. It is characterized in that it has a curved structure that is smoothly connected by a portion that performs.

  Further, according to the eighth embodiment, the marine propulsion device according to the present invention is configured such that the communication path is formed from a path that connects the suction port and the discharge port in a substantially linearly extending state. It is characterized by being composed.

  According to a ninth embodiment, the marine propulsion device according to the present invention is characterized in that the propulsion device body is disposed in a front portion of the marine vessel.

  According to a tenth embodiment of the ship propulsion device according to the present invention, the propulsion device body is attached to a tip of a drive shaft extending forward from a front portion of the ship. It is said.

  According to the eleventh embodiment, the marine propulsion device according to the present invention is characterized in that one drive shaft is disposed along the central axis of the marine vessel.

  According to a twelfth embodiment, the marine propulsion device according to the present invention is characterized in that a plurality of the drive shafts are arranged in parallel to the central axis of the marine vessel.

  According to a thirteenth embodiment, the propulsion device for a ship according to the present invention is characterized in that the propeller main body is disposed at a lower portion of a central portion excluding the front and rear of the ship. .

  According to a fourteenth embodiment, the marine propulsion device according to the present invention further includes a housing attached to a lower portion of the central portion of the marine vessel, and the propeller main body is rotatable with respect to the housing. It is characterized by being attached to.

  According to the fifteenth embodiment, the marine propulsion device according to the present invention is characterized in that a drive source for rotationally driving the propulsion device body is built in the housing.

  According to the sixteenth embodiment, the marine propulsion device according to the present invention transmits the power transmitted from the drive source accommodated in the marine vessel to the propulsion device body in the housing. It is characterized by having a built-in transmission means.

  According to a seventeenth embodiment of the marine propulsion device according to the present invention, the housing is attached to a lower portion of the central portion of the marine vessel so as to be rotatable around a vertical axis. Yes.

  According to an eighteenth embodiment of the ship propulsion device according to the present invention, the housing is driven to rotate around a vertical axis by a drive source built in the ship, and is attached to the housing. In a state where the propelling device main body faces the front of the ship, the propelling body exerts a propulsive force to move the ship forward, and in the state where the propelling device main body attached to the housing faces the rear of the ship, It is characterized by exerting a propulsive force to move the back.

  According to a nineteenth embodiment, the marine propulsion device according to the present invention further includes a deflecting member for deflecting the discharge direction of the water discharged from the discharge port so as to be directed backward in the propulsion direction. It is characterized by doing.

  According to a twentieth embodiment, the marine propulsion device according to the present invention is characterized in that the deflection member is attached to the propulsion device main body.

  According to the twenty-first embodiment, the marine propulsion device according to the present invention is characterized in that the rectifying fins are attached to the outer periphery of the housing so as to extend along the rotation axis. It is said.

  According to a twenty-second embodiment, the marine propulsion device according to the present invention is characterized in that a rectifying groove is formed on the outer periphery of the housing so as to extend along the rotation shaft. It is said.

  According to the twenty-first embodiment, the marine propulsion device according to the present invention is characterized in that the discharge port and the suction port are arranged in a one-to-one relationship.

  According to the twenty-second embodiment, the marine propulsion device according to the present invention is characterized in that a plurality of the suction ports are formed in the propulsion device main body.

  According to a twenty-third embodiment, the marine propulsion device according to the present invention is characterized in that the discharge port and the suction port are arranged in a one-to-many relationship.

  According to a twenty-fourth embodiment, the marine propulsion device according to the present invention is characterized in that one suction port is formed in the propulsion device body.

  According to the marine vessel propulsion device according to the present invention, the marine vessel can be propelled without using a screw, and an excellent effect can be achieved without generating cavitation during propulsion.

  BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a front view schematically showing an outer shape of a ship equipped with a first embodiment of a marine vessel propulsion device according to the present invention.   It is a front fragmentary sectional view which takes a partial cross section and shows the ship propulsion device shown in FIG.   It is a generation | occurrence | production state of the thrust in the ship propulsion device shown in FIG.   It is a front fragmentary sectional view which takes a partial cross section and shows the 1st modification of the ship propulsion device concerning 1st Embodiment.   It is a front fragmentary sectional view which takes the partial cross section and shows the 2nd modification of the propulsion device for ships concerning 1st Embodiment.   It is a front fragmentary sectional view which takes a partial cross section and shows the 3rd modification of the propulsion device for ships concerning 1st Embodiment.   It is a bottom view which shows 2nd Embodiment of the propulsion device for ships concerning this invention.   It is a front view which shows 3rd Embodiment of the propulsion device for ships concerning this invention.   FIG. 9 is a front view showing the marine vessel propulsion device shown in FIG. 8 in a state in which the marine vessel is moved backward by rotating 180 degrees around the vertical axis vessel.   It is a front fragmentary sectional view which shows the structure of 4th Embodiment of the propulsion device for ships concerning this invention in the state which took a partial cross section.   It is a longitudinal cross-sectional view shown in the state with which the propulsion device of 4th Embodiment shown in FIG. 10 was mounted | worn with the housing to which the fin for rectification | straightening was attached.   It is a longitudinal cross-sectional view shown in the state with which the propulsion device of 4th Embodiment shown in FIG. 10 was mounted | worn with the housing in which the groove | channel for rectification | straightening was formed.   It is a longitudinal cross-sectional view which shows the structure of 5th Embodiment of the propulsion device for ships concerning this invention.

  Embodiments of a marine propulsion device according to the present invention will be described below with reference to the accompanying drawings.

  First, the structure of the marine vessel propulsion device 10 according to the first embodiment of the present invention will be described in detail with reference to FIGS. 1 to 3 of the accompanying drawings.

  FIG. 1 is a front view showing an arrangement state of a marine vessel propulsion device (hereinafter simply referred to as a propulsion device) 10 according to a first embodiment on a marine vessel 100, and FIG. 2 shows the structure of the propulsion device 10. FIG. 3 is a front partial cross-sectional view showing a partial cross-section (that is, a front cross-sectional view), and FIG. FIG.

  As shown in FIG. 1, in the first embodiment, the propulsion device 10 protrudes forward along the central axis of the ship 100 at a site below the dredging of the ship 100, that is, the water line of the front part. One is arranged in a state. The propulsion device 10 is centered on a rotation axis X set to extend in the propulsion direction of the boat 100, in this embodiment, along the central axis of the boat 100, by a drive source 110 built in the boat 100. It is arrange | positioned so that it may rotate.

  In addition, the ship 100 is provided with the screw 120 and the rudder 130 at the stern similarly to the normal ship structure. The screw 120 is used when moving backward, turning finely, and the like. When taking a long straight route, the propulsion device 10 is configured to navigate using the propulsion device 10 disposed in front. The screw 120 and the screw 120 are selectively used according to various conditions at the time of navigation.

  Specifically, as shown in FIG. 2, the propulsion unit 10 is integrally fixed to the propulsion unit main body 12 that rotates about the rotation axis X described above, and is coaxially fixed to the propulsion unit main unit 12. And a shaft 14 extending toward the end. Here, the rear end of the shaft 14 is taken into the ship 100 while maintaining a watertight state, and is connected to the drive source 110 described above.

  On the other hand, the propelling device main body 12 includes a substantially hemispherical outer peripheral surface 12a having a rotation axis X as a central axis, and an end surface 12b defined as a surface orthogonal to the rotation axis X. The end surface 12b is substantially the same. It arrange | positions so that it may be located back regarding the propulsion direction of the hemispherical outer peripheral surface 12a. That is, the shaft 14 described above is attached so as to extend rearward from the end surface 12b in the propulsion direction. Moreover, the outer peripheral surface 12a is comprised from the hemispherical part and the cylindrical part connected integrally with this.

  On the top of the hemispherical outer peripheral surface 12a of the propeller main body 12 that is located at the foremost position in the propulsion direction, a single suction port 16 is formed so as to be coaxial with the rotation axis X. That is, the suction port 16 and the rotation axis X are arranged concentrically. In other words, the central position of the suction port 16 is separated from the rotation axis X at a distance “0” or rotated. The state is closest to the axis X.

  On the other hand, a conical surface 12c is formed on the outer peripheral edge of the outer peripheral surface 12a of the propeller main body 12 over the entire periphery. In this conical surface 12c, four discharge ports 18 are opened in a state of being arranged at an equiangular angle (that is, in a state of being separated from each other by 90 degrees in this embodiment). The conical surface 12c is set so as to be inclined with respect to the rotation axis X at a predetermined acute angle α, for example, 60 degrees in this embodiment, in the cross-sectional shape.

  Thus, since each discharge port 18 is open to the conical surface 12c located at the outer peripheral edge of the outer peripheral surface 12b, the center position of each discharge port 18 is substantially the most rearward with respect to the propulsion direction from the suction port 16. And at the most distant position from the rotation axis X.

  In addition, a flow passage 20 is formed in the propelling device main body 12 to connect the suction port 16 and each discharge port 18 in a state of communicating with each other. In other words, in this embodiment, the flow passage 20 includes a common portion 20 a having one end connected to the suction port 16 and four branch portions 20 b having one end connected to each discharge port 18. Here, the common portion 20 a of the communication path 20 is defined as a portion that extends substantially parallel to the rotation axis X in a state of opening to the suction port 16. In this embodiment, the cross-sectional shape of the communication path 20 is set to be circular.

  On the other hand, each branch portion 20b is connected in a state along an axis perpendicular to the conical surface 12c. As a result, each branch portion 20b is (90 degrees -α) with respect to the rotation axis X in this embodiment. Is inclined at an angle of 30 degrees. The other ends of the four branch portions 20b are commonly connected to the other end of the common portion 20a. In other words, in the communication path 20, the common portion 20 a and each branch portion 20 b have a bent structure that is connected at a predetermined obtuse angle, 120 degrees in this embodiment.

  As described above, the shaft 14 connected to the drive source 110 built in the ship 100 is integrally attached to the center of the one end surface 12 b of the propulsion device body 12. Therefore, in this embodiment, the central axis of the propelling device main body 12 and the rotation axis X coincide with each other. The shaft 14 and the propeller main body 12 may be connected by a detachable means such as a screw or engagement, or may be a fixed means such as welding or adhesion. Any known method may be used as long as the propeller main body 12 rotates as the shaft 14 rotates.

  In a ship equipped with the propulsion device 10 configured as described above, when the drive source 110 built in the ship is activated to rotationally drive the shaft 14, the propulsion device body 12 integrally connected to the shaft 14 is also provided. Rotate around the rotation axis X.

  Specifically, when the propulsion device body 12 of the marine propulsion device 10 rotates around the rotation axis X in water, the water that has entered the flow passage 20 also rotates around the rotation axis X together with the propulsion device body 12. Thus, centrifugal force also acts on the water in the flow passage 20.

  Here, since the centrifugal force increases in proportion to the square of the distance from the rotation axis X, the centrifugal force acting on the water located near the suction port 16 concentric with the rotation axis X and the rotation axis X In the centrifugal force acting on the water located in the vicinity of the discharge port 18 formed in the conical surface 12c at a position separated along the centrifugal direction, the latter is excessive. In other words, a stronger centrifugal force acts on the discharge port 18 than on the suction port 16.

  As a result, as long as the propelling device main body 12 rotates, the water in the flow passage 20 is subjected to a force that is strongly discharged (or ejected) on the discharge port 14 side.

  In this manner, water flows in the flow passage 20 from the suction port 12 toward the discharge port 14 in accordance with the rotation of the propelling device body 12. That is, water in the flow passage 20 is discharged (spouted) from the discharge port 14 toward the outside of the propelling device main body 12, and surrounding water is sucked into the flow passage 20 from the suction port 12.

  Here, as shown in FIG. 3, a force Fc directed outward in the radial direction in a plane orthogonal to the rotation axis X acts as a centrifugal force on the water discharged from the discharge port 18, and also on the discharge port 18. When the force Fe to be discharged along the extending direction E of the branching portion 20b communicating with each other acts simultaneously, as a result, when Fc and Fe are viewed as vectors, the resultant force Fg of both vectors is used as the discharge force to Is discharged (ejected) from the discharge port 18.

  When this discharge force Fg is vector-decomposed into the direction opposite to the propulsion direction (that is, the extending direction of the rotation axis X) and the orthogonal direction Y orthogonal thereto, the force Fgx directed in the direction opposite to the propulsion direction is orthogonal to this. Thus, it is decomposed into a force Fgy directed outward in the radial direction. Here, the force Fgx directed in the direction opposite to the propulsion direction acts as the propulsion force of the ship 100. As described above, in this embodiment, the propulsion force Fgx is generated with the rotation of the propeller main body 12, so that the ship 100 is propelled along the propulsion direction toward the left in the drawing.

  The discharge force Fg acting on the discharge port 18 is not limited to the above-described centrifugal force Fc and the force Fe along the extending direction E of the branching portion 20b of the communication path 20, but the rotational force ( In the drawing, the force along the direction orthogonal to the drawing) acts simultaneously and becomes a resultant force of a so-called three-dimensional vector. Here, the generation of the propulsive force Fgx in the direction along the rotation axis X is explained. Since it should be possible, the description regarding the rotational force is intentionally excluded.

  It goes without saying that the present invention is not limited to the configuration of the embodiment described above, and can be variously modified without departing from the gist of the present invention. For example, the number of the branched portions 20b and other numerical values used for the explanation are merely examples, and it goes without saying that the numbers are not limited to the described numerical values. Hereinafter, various modifications and other embodiments will be described. In the following description, the same parts as those described in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted. To do.

  For example, the material which comprises the propelling device main body 12 is not specifically limited, According to the intended purpose, suitable materials according to use conditions, such as a metal, ceramics, a synthetic resin, can be employ | adopted, for example. As described above, the propeller main body 12 of this embodiment has a simple and easy-to-process form, and is not limited to a manufacturing method such as manufacturing by drilling or manufacturing by lost wax. The propeller main body 12 can be configured from any material.

  In the above-described embodiment, the cross-sectional shape of the flow passage 20 is circular, but is not limited thereto, and may be other cross-sectional shapes such as an ellipse and a polygon.

  Further, the shape of the propeller main body 12 has been described as a substantially hemispherical shape in which a hemispherical portion and a cylindrical portion are connected, but the propeller main body of the present invention is limited to such a shape. For example, it may be a pure hemispherical shape, or may be formed to have a spindle shape or a droplet shape. In short, as the shape of the propeller main body 12, it is better if the cross section orthogonal to the rotation axis X is formed in a circular shape, and by adopting such a shape, cavitation is generated. Can be effectively prevented.

  In the above-described embodiment, the communication passage 20 has been described as having a bent structure bent at a predetermined obtuse angle, but the propulsion device of the present invention is not limited to such a structure, As shown in FIG. 4 as a first modified example, the common portion 20a and each branch portion 20b may be configured to exhibit a curved structure smoothly connected by a portion extending in a curved shape. In addition, as shown in FIG. 5 as a second modification, the communication path 20 may be configured to connect the suction port 16 and the discharge port 18 in a linearly connected state. . Further, as shown in FIG. 6 as a third modification, the discharge port 18 may be formed directly on the outer peripheral surface 12a without providing the propeller body 12 with the conical surface 12c. Further, although not shown, of course, the discharge port 18 may be formed so as to open to the end surface 12b of the propulsion device body 12.

  Further, in the first embodiment described above, the propulsion device 10 has been described as being disposed in front of the ship 100, but the present invention is not limited to such a configuration, and FIG. 7, as a second embodiment, as shown in the bottom view, each of the forward portions of the ship 100 has a rotation axis X parallel to the central axis thereof, and is provided with a pair of propulsion devices 10. Alternatively, it may be configured to include three or more propulsion devices 10. By configuring the second embodiment in this way, it is possible to produce a higher output than the configuration of the first embodiment described above, and high-speed propulsion is possible. Further, by driving only one of the left and right propulsion devices 10, the turning can be performed more easily.

  Further, in the first embodiment described above, the propulsion device 10 has been described as being disposed in the front portion of the ship 100. However, the present invention is not limited to such a configuration, and FIG. As shown as the third embodiment, the ship 100 can be disposed in the central portion excluding the front and rear. In short, the propulsion device 10 is not subject to any restrictions at the mounting position on the ship.

  Specifically, in the third embodiment, as shown in FIG. 8, the propulsion device 10 is moved from the substantially elliptical housing 22 attached to the substantially central portion of the bottom of the ship 100 to the propulsion direction. It is attached in a state protruding toward the front. Here, although not shown in the figure, a drive source for rotationally driving the propeller main body 12 is built in the housing 22. The housing 22 is configured to be rotatable around a vertical axis by a drive source 110 built in the ship 100.

  By configuring the third embodiment in this manner, the propulsive force can be obtained in the same manner as in the first embodiment described above, and in the state shown in FIG. As shown in FIG. 9, the propulsion unit 10 is inverted as shown in FIG. 9 by rotating the housing 22 by 180 degrees around the vertical axis. As a result, the ship 100 can be propelled (i.e., moved backward) backward (rightward in the figure).

  Of course, by rotating the housing 22 90 degrees around the vertical axis from the state shown in FIG. 8, the ship 100 can also be propelled (laterally moved) in the lateral direction (that is, the direction orthogonal to the paper surface in the figure). It becomes.

  In the above-described third embodiment, the drive source of the propulsion device 10 has been described as being built in the housing 22, but the present invention is not limited to such a configuration, A transmission mechanism (not shown) for transmitting the driving force from the driving source 110 built in the ship 100 to the shaft 14 is built in, and the propulsion device 10 is driven by the driving source 110 in the ship 100. It may be configured.

  Further, in the first embodiment described above, as shown in FIG. 3, the ship 100 is configured to be propelled based on the propulsive force Fgx of water discharged from the discharge port 18. In order to obtain the stability of the propulsion direction, the propulsion direction of the water flow discharged from the discharge port 18 is propelled at the outer peripheral rear portion of the propelling device body 12 as shown in the fourth embodiment in FIG. A deflecting member 24 for deflecting so as to be opposite to the direction is attached. The deflecting member 24 has a cylindrical shape, and is attached to the rear portion of the outer peripheral surface 12a of the propeller main body 12 in a so-called skirt shape in a state of extending in parallel with the rotation axis X. It is continuously and smoothly connected from the outer peripheral surface 12a so as not to hinder the water flow flowing around the outer periphery of the vessel body 12. Moreover, as the material of this deflection | deviation member 24, the same material as the propeller main body 12 can also be employ | adopted, and a different material can also be used.

  Thus, in the fourth embodiment, since the deflecting member 24 is further provided, the water flow discharged from the discharge port 18 collides with the deflecting member 24 and thereby becomes a water flow directed backward in the propulsion direction. As a result, it is possible to secure a stronger propulsive force and to ensure stability in the propulsion direction.

  Further, as shown in FIG. 11, rectifying fins 28 extending along the central axis are equiangularly attached to the outer periphery of the housing 42 over the entire circumference. As a result, as shown in FIGS. 8 and 9, when the propulsion device 10 of the fourth embodiment is attached to the housing 42, the water discharged from the discharge port 18 is deflected as shown in FIG. Between the deflecting member 24 that rotates together with the propeller main body 12 in a state in which the flow direction is deflected by the member 24 toward the propulsion direction, and the housing 42 that functions as a fixed system in comparison with the propeller main body 12. When passing through the space, the flow is further adjusted by the rectifying fins 28, and the propulsive force is enhanced.

  On the other hand, unlike the structure shown in FIG. 11, on the outer periphery of the housing 42, as shown in FIG. 12, a rectifying groove 30 extending along the central axis is formed equiangularly over the entire circumference. Yes. As a result, as shown in FIGS. 8 and 9, when the propulsion device 10 of the fourth embodiment is attached to the housing 42, the water discharged from the discharge port 18 is deflected as shown in FIG. The flow is further regulated by the rectifying groove 30 when passing through the space between the deflecting member 24 and the housing 42 in a state where the flow direction is deflected by the member 24 so as to be directed rearward in the propulsion direction. As in the case, the driving force is increased.

  Here, in the above-described embodiment, it has been described that the suction port 16 and the discharge port 18 are formed in the propellant body 12 in a one-to-four relationship, that is, a one-to-many relationship. Without being limited to such a configuration, as shown in FIG. 13 as the fifth embodiment, a plurality of pairs, for example, four pairs, are formed on the propeller main body 12, and both are communicated in a one-to-one relationship. Even when configured as described above, the same effects as those of the first embodiment described above can be obtained. In addition, the arrangement logarithm of the suction port 16 and the discharge port 18 is merely an example, and in the fifth embodiment, it is only necessary to provide a plurality of pairs.

  Further, in the above-described embodiment, the propulsion device 10 has been described so as to be disposed at the front or central portion of the ship 100. However, the present invention is not limited to such an arrangement state, Similar to the propeller type propulsion device, it may be arranged in place of the propeller type propulsion device in the rear part (stern) of the ship 100, or arranged in a state of coexisting with the propeller type propulsion device. Needless to say, you can do it.

DESCRIPTION OF SYMBOLS 10 Marine propulsion device 12 Propulsion device main body 14 Shaft 16 Suction port 18 Discharge port 20 Communication path 20a Common part 20b Branch part 22 Housing 24 Deflection member 26 Housing 28 Rectification fin 30 Rectification groove 100 Ship, 110 Drive source, 120 Propeller , 130 Rudder Fc Centrifugal force, force along the extending direction of the branching portion of the Fe communication path, discharge force from the Fg discharge port, Fgx discharge force Fg X-axis direction component (propulsive force), Fgy discharge force Fg X-axis Direction component orthogonal to

Claims (26)

A propeller body that rotates around a rotation axis extending along the propulsion direction of the ship;
A suction port provided on the surface of the propeller main body,
A discharge port provided on the surface of the propellant body;
A flow path connecting the suction port and the discharge port,
The suction port is disposed in front of the discharge port in the propulsion direction,
The discharge port is disposed radially outward from the rotation shaft than the suction port,
The flow path is inclined rearward in the propulsion direction at least in a portion opened to the discharge port,
A marine vessel propulsion device that propels the marine vessel by causing water sucked from the suction port to be discharged from the discharge port by rotation around a rotation axis of the propulsion device main body.   The marine propulsion device according to claim 1, wherein the propulsion device main body has a circular cross section perpendicular to the rotation axis.   The marine propulsion device according to claim 2, wherein the propulsion device main body has a spindle shape or a droplet shape with the rotation axis as a central axis.   The marine propulsion device according to claim 2, wherein the propulsion device main body includes at least a hemispherical portion having the rotation axis as a central axis.   2. The marine vessel propulsion device according to claim 1, wherein the communication path includes a portion that extends substantially parallel to the rotation shaft at a portion that opens to the suction port.   The ship according to claim 5, wherein the communication path has a bent structure in which a portion that opens to the suction port and a portion that opens to the discharge port are connected at a predetermined obtuse angle. Propulsion device.   The said communication path is exhibiting the curved structure where the part opened to the said suction inlet and the part opened to the said discharge outlet are smoothly connected by the part extended in a curvilinear form. 5. A marine propulsion device according to 5.     2. The marine vessel propulsion device according to claim 1, wherein the communication passage includes a passage that connects the suction port and the discharge port in a substantially linearly extending state.   The marine propulsion device according to claim 1, wherein the propulsion device main body is disposed in a front portion of the marine vessel.   The marine propulsion device according to claim 9, wherein the propulsion device main body is attached to a tip of a drive shaft extending forward from a front portion of the marine vessel.   11. The marine vessel propulsion device according to claim 10, wherein one drive shaft is disposed along a central axis of the marine vessel.   11. The marine vessel propulsion device according to claim 10, wherein a plurality of the drive shafts are arranged in parallel to a central axis of the vessel.   The marine propulsion device according to claim 1, wherein the propulsion device main body is disposed in a lower portion of a central portion excluding the front and rear of the marine vessel. Further comprising a housing attached to a lower portion of the central portion of the ship;
The marine propulsion device according to claim 13, wherein the propulsion device main body is rotatably attached to the housing.   The marine propulsion device according to claim 14, wherein a drive source for rotationally driving the propulsion device main body is built in the housing.   15. The marine vessel according to claim 14, wherein a transmission means for transmitting power transmitted from a drive source accommodated in the marine vessel to the propeller main body is built in the housing. Propeller.   The marine vessel propulsion device according to claim 14, wherein the housing is attached to a lower portion of the central portion of the marine vessel so as to be rotatable around a vertical axis. The housing is rotationally driven around a vertical axis by a drive source built in the ship,
In the state where the propeller body attached to the housing faces the front of the ship, it exerts a propulsive force to move the ship forward,
18. The marine vessel propulsion device according to claim 17, wherein the propulsion device main body attached to the housing exerts a propulsive force that moves the marine vessel rearward in a state where the marine vessel faces rearward of the marine vessel.   The marine propulsion device according to claim 1, further comprising a deflecting member for deflecting a discharge direction of the water discharged from the discharge port so as to face rearward in the propulsion direction.   The marine propulsion device according to claim 19, wherein the deflection member is attached to the propulsion device main body.   The marine vessel propulsion device according to claim 14, wherein a rectifying fin is attached to an outer periphery of the housing in a state of extending along the rotation shaft.   The marine vessel propulsion device according to claim 14, wherein a rectifying groove is formed on the outer periphery of the housing in a state of extending along the rotation shaft.   The marine propulsion device according to claim 1, wherein the discharge port and the suction port are arranged in a one-to-one relationship.   The marine propulsion device according to claim 23, wherein a plurality of the suction ports are formed in the propulsion device main body.   The marine vessel propulsion device according to claim 1, wherein the discharge port and the suction port are arranged in a one-to-many relationship.   26. The marine propulsion device according to claim 25, wherein one suction port is formed in the propulsion device main body.

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